Controlling driving modes of self-driving vehicles

ABSTRACT

A computer-implemented method, system, and/or computer program product controls a driving mode of a self-driving vehicle (SDV). Sensor readings describe a current operational anomaly of an SDV that is traveling on a roadway. One or more processors compare a control processor competence level of the on-board SDV control processor that autonomously controls the SDV to a human driver competence level of a human driver in controlling the SDV while the SDV experiences the current operational anomaly. One or more processors then selectively assign control of the SDV to the on-board SDV control processor or to the human driver while the SDV experiences the current operational anomaly based on which of the control processor competence level and the human driver competence level is relatively higher to the other.

BACKGROUND

The present disclosure relates to the field of vehicles, andspecifically to the field of self-driving vehicles. Still morespecifically, the present disclosure relates to the field of controllingwhether self-driving vehicles operate in autonomous mode or manual mode.

Self-driving vehicles (SDVs) are vehicles that are able to autonomouslydrive themselves through private and/or public spaces. Using a system ofsensors that detect the location and/or surroundings of the SDV, logicwithin or associated with the SDV controls the speed, propulsion,braking, and steering of the SDV based on the sensor-detected locationand surroundings of the SDV.

SUMMARY

A computer-implemented method, system, and/or computer program productcontrols a driving mode of a self-driving vehicle (SDV). One or moreprocessors receive sensor readings from a sensor. The sensor readingsdescribe a current operational anomaly in a self-driving vehicle (SDV)that is traveling on a roadway. The SDV is capable of being operated inautonomous mode by an SDV control processor that is on board the SDV. Adriving mode module selectively controls whether the SDV is operated inthe autonomous mode or in manual mode, in which the SDV is controlled bya human driver of the SDV if in the manual mode. One or more processorsdetermine a control processor competence level of the SDV controlprocessor. The control processor competence level describes a competencelevel of the SDV control processor in controlling the SDV while the SDVexperiences the current operational anomaly. One or more processorsreceive a driver profile of the human driver of the SDV. The driverprofile describes a human driver competence level of the human driver incontrolling the SDV while the SDV experiences the current operationalanomaly. One or more processors compare the control processor competencelevel to the human driver competence level. One or more processors thenselectively assign control of the SDV to the SDV control processor or tothe human driver while the SDV experiences the current operationalanomaly based on which of the control processor competence level and thehuman driver competence level is relatively higher to one another.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 depicts an exemplary system and network in which the presentdisclosure may be implemented;

FIG. 2 illustrates an exemplary self-driving vehicle (SDV) traveling ona roadway in accordance with one or more embodiments of the presentinvention;

FIG. 3 depicts additional detail of control hardware within an SDV;

FIG. 4 depicts communication linkages among SDVs, roadway sensor(s), aroadway monitoring system, and/or a coordinating server;

FIG. 5 is a high-level flow chart of one or more steps performed by oneor more processors to control a driving mode of an SDV in accordancewith one or more embodiments of the present invention;

FIG. 6 depicts a cloud computing node according to an embodiment of thepresent disclosure;

FIG. 7 depicts a cloud computing environment according to an embodimentof the present disclosure; and

FIG. 8 depicts abstraction model layers according to an embodiment ofthe present disclosure.

DETAILED DESCRIPTION

The present invention may be a system, a method, and/or a computerprogram product. The computer program product may include a computerreadable storage medium (or media) having computer readable programinstructions thereon for causing a processor to carry out aspects of thepresent invention.

The computer readable storage medium can be a tangible device that canretain and store instructions for use by an instruction executiondevice. The computer readable storage medium may be, for example, but isnot limited to, an electronic storage device, a magnetic storage device,an optical storage device, an electromagnetic storage device, asemiconductor storage device, or any suitable combination of theforegoing. A non-exhaustive list of more specific examples of thecomputer readable storage medium includes the following: a portablecomputer diskette, a hard disk, a random access memory (RAM), aread-only memory (ROM), an erasable programmable read-only memory (EPROMor Flash memory), a static random access memory (SRAM), a portablecompact disc read-only memory (CD-ROM), a digital versatile disk (DVD),a memory stick, a floppy disk, a mechanically encoded device such aspunch-cards or raised structures in a groove having instructionsrecorded thereon, and any suitable combination of the foregoing. Acomputer readable storage medium, as used herein, is not to be construedas being transitory signals per se, such as radio waves or other freelypropagating electromagnetic waves, electromagnetic waves propagatingthrough a waveguide or other transmission media (e.g., light pulsespassing through a fiber-optic cable), or electrical signals transmittedthrough a wire.

Computer readable program instructions described herein can bedownloaded to respective computing/processing devices from a computerreadable storage medium or to an external computer or external storagedevice via a network, for example, the Internet, a local area network, awide area network and/or a wireless network. The network may comprisecopper transmission cables, optical transmission fibers, wirelesstransmission, routers, firewalls, switches, gateway computers and/oredge servers. A network adapter card or network interface in eachcomputing/processing device receives computer readable programinstructions from the network and forwards the computer readable programinstructions for storage in a computer readable storage medium withinthe respective computing/processing device.

Computer readable program instructions for carrying out operations ofthe present invention may be assembler instructions,instruction-set-architecture (ISA) instructions, machine instructions,machine dependent instructions, microcode, firmware instructions,state-setting data, or either source code or object code written in anycombination of one or more programming languages, including an objectoriented programming language such as Java, Smalltalk, C++ or the like,and conventional procedural programming languages, such as the “C”programming language or similar programming languages. The computerreadable program instructions may execute entirely on the user'scomputer, partly on the user's computer, as a stand-alone softwarepackage, partly on the user's computer and partly on a remote computeror entirely on the remote computer or server. In the latter scenario,the remote computer may be connected to the user's computer through anytype of network, including a local area network (LAN) or a wide areanetwork (WAN), or the connection may be made to an external computer(for example, through the Internet using an Internet Service Provider).In some embodiments, electronic circuitry including, for example,programmable logic circuitry, field-programmable gate arrays (FPGA), orprogrammable logic arrays (PLA) may execute the computer readableprogram instructions by utilizing state information of the computerreadable program instructions to personalize the electronic circuitry,in order to perform aspects of the present invention.

Aspects of the present invention are described herein with reference toflowchart illustrations and/or block diagrams of methods, apparatus(systems), and computer program products according to embodiments of theinvention. It will be understood that each block of the flowchartillustrations and/or block diagrams, and combinations of blocks in theflowchart illustrations and/or block diagrams, can be implemented bycomputer readable program instructions.

These computer readable program instructions may be provided to aprocessor of a general purpose computer, special purpose computer, orother programmable data processing apparatus to produce a machine, suchthat the instructions, which execute via the processor of the computeror other programmable data processing apparatus, create means forimplementing the functions/acts specified in the flowchart and/or blockdiagram block or blocks. These computer readable program instructionsmay also be stored in a computer readable storage medium that can directa computer, a programmable data processing apparatus, and/or otherdevices to function in a particular manner, such that the computerreadable storage medium having instructions stored therein comprises anarticle of manufacture including instructions which implement aspects ofthe function/act specified in the flowchart and/or block diagram blockor blocks.

The computer readable program instructions may also be loaded onto acomputer, other programmable data processing apparatus, or other deviceto cause a series of operational steps to be performed on the computer,other programmable apparatus or other device to produce a computerimplemented process, such that the instructions which execute on thecomputer, other programmable apparatus, or other device implement thefunctions/acts specified in the flowchart and/or block diagram block orblocks.

The flowchart and block diagrams in the Figures illustrate thearchitecture, functionality, and operation of possible implementationsof systems, methods, and computer program products according to variousembodiments of the present invention. In this regard, each block in theflowchart or block diagrams may represent a module, segment, or portionof instructions, which comprises one or more executable instructions forimplementing the specified logical function(s). In some alternativeimplementations, the functions noted in the block may occur out of theorder noted in the figures. For example, two blocks shown in successionmay, in fact, be executed substantially concurrently, or the blocks maysometimes be executed in the reverse order, depending upon thefunctionality involved. It will also be noted that each block of theblock diagrams and/or flowchart illustration, and combinations of blocksin the block diagrams and/or flowchart illustration, can be implementedby special purpose hardware-based systems that perform the specifiedfunctions or acts or carry out combinations of special purpose hardwareand computer instructions.

With reference now to the figures, and in particular to FIG. 1, there isdepicted a block diagram of an exemplary system and network that may beutilized by and/or in the implementation of the present invention. Someor all of the exemplary architecture, including both depicted hardwareand software, shown for and within computer 101 may be utilized bysoftware deploying server 149 shown in FIG. 1, and/or coordinatingserver 201 and/or roadway monitoring system 208 shown in FIG. 2, and/ora self-driving vehicle (SDV) on-board computer 301 shown in FIG. 3,and/or a coordinating server 401 depicted in FIG. 4.

Exemplary computer 101 includes a processor 103 that is coupled to asystem bus 105. Processor 103 may utilize one or more processors, eachof which has one or more processor cores. A video adapter 107, whichdrives/supports a display 109, is also coupled to system bus 105. Systembus 105 is coupled via a bus bridge 111 to an input/output (I/O) bus113. An I/O interface 115 is coupled to I/O bus 113. I/O interface 115affords communication with various I/O devices, including a keyboard117, a mouse 119, a media tray 121 (which may include storage devicessuch as CD-ROM drives, multi-media interfaces, etc.), a transceiver 123(capable of transmitting and/or receiving electronic communicationsignals), and external USB port(s) 125. While the format of the portsconnected to I/O interface 115 may be any known to those skilled in theart of computer architecture, in one embodiment some or all of theseports are universal serial bus (USB) ports.

As depicted, computer 101 is able to communicate with a softwaredeploying server 149 and/or other devices/systems (e.g., establishingcommunication among SDV 202, SDV 210, and/or roadway monitoring system208 depicted in the figures below) using a network interface 129.Network interface 129 is a hardware network interface, such as a networkinterface card (NIC), etc. Network 127 may be an external network suchas the Internet, or an internal network such as an Ethernet or a virtualprivate network (VPN). In one or more embodiments, network 127 is awireless network, such as a Wi-Fi network, a cellular network, etc.

A hard drive interface 131 is also coupled to system bus 105. Hard driveinterface 131 interfaces with a hard drive 133. In one embodiment, harddrive 133 populates a system memory 135, which is also coupled to systembus 105. System memory is defined as a lowest level of volatile memoryin computer 101. This volatile memory includes additional higher levelsof volatile memory (not shown), including, but not limited to, cachememory, registers and buffers. Data that populates system memory 135includes computer 101's operating system (OS) 137 and applicationprograms 143.

OS 137 includes a shell 139, for providing transparent user access toresources such as application programs 143. Generally, shell 139 is aprogram that provides an interpreter and an interface between the userand the operating system. More specifically, shell 139 executes commandsthat are entered into a command line user interface or from a file.Thus, shell 139, also called a command processor, is generally thehighest level of the operating system software hierarchy and serves as acommand interpreter. The shell provides a system prompt, interpretscommands entered by keyboard, mouse, or other user input media, andsends the interpreted command(s) to the appropriate lower levels of theoperating system (e.g., a kernel 141) for processing. While shell 139 isa text-based, line-oriented user interface, the present invention willequally well support other user interface modes, such as graphical,voice, gestural, etc.

As depicted, OS 137 also includes kernel 141, which includes lowerlevels of functionality for OS 137, including providing essentialservices required by other parts of OS 137 and application programs 143,including memory management, process and task management, diskmanagement, and mouse and keyboard management.

Application programs 143 include a renderer, shown in exemplary manneras a browser 145. Browser 145 includes program modules and instructionsenabling a world wide web (WWW) client (i.e., computer 101) to send andreceive network messages to the Internet using hypertext transferprotocol (HTTP) messaging, thus enabling communication with softwaredeploying server 149 and other systems.

Application programs 143 in computer 101's system memory (as well assoftware deploying server 149's system memory) also include Logic forManaging Self-Driving Vehicles (LMSDV) 147. LMSDV 147 includes code forimplementing the processes described below, including those described inFIGS. 2-5. In one embodiment, computer 101 is able to download LMSDV 147from software deploying server 149, including in an on-demand basis,wherein the code in LMSDV 147 is not downloaded until needed forexecution. In one embodiment of the present invention, softwaredeploying server 149 performs all of the functions associated with thepresent invention (including execution of LMSDV 147), thus freeingcomputer 101 from having to use its own internal computing resources toexecute LMSDV 147.

Also within computer 101 is a positioning system 151, which determines areal-time current location of computer 101 (particularly when part of anemergency vehicle and/or a self-driving vehicle as described herein).Positioning system 151 may be a combination of accelerometers,speedometers, etc., or it may be a global positioning system (GPS) thatutilizes space-based satellites to provide triangulated signals used todetermine two-dimensional or three-dimensional locations.

Also associated with computer 101 are sensors 153, which detect anenvironment of the computer 101. More specifically, sensors 153 are ableto detect vehicles, road obstructions, pavement, etc. For example, ifcomputer 101 is on board a self-driving vehicle (SDV), then sensors 153may be cameras, radar transceivers, etc. that allow the SDV to detectthe environment (e.g., other vehicles, road obstructions, pavement,etc.) of that SDV, thus enabling it to be autonomously self-driven.Similarly, sensors 153 may be cameras, thermometers, moisture detectors,etc. that detect ambient weather conditions.

In another embodiment, sensors 153 are sensors that detect anoperational state of an SDV, including anomalous states such as, but notlimited to, a presence of snow tires mounted on the SDV during a firstroad condition of the roadway, an absence of snow tires mounted on theSDV during a second road condition of the roadway, tire pressure in atire mounted on the SDV being below a predetermined level, tire tread ona tire mounted on the SDV being less than a predefined limit, awindshield wiper edge of a windshield wiper mounted on the SDV beingless than a predefined width, a level of windshield washer fluid in awindshield washer fluid reservoir mounted on the SDV being less than apredefined volume, an inoperable headlamp mounted on the SDV,condensation frosting of windows on the SDV exceeding a predeterminedlimit, a failure of an antilock breaking system in the SDV, a failure ofan all wheel traction system in the SDV, and a faulty braking system inthe SDV.

The hardware elements depicted in computer 101 are not intended to beexhaustive, but rather are representative to highlight essentialcomponents required by the present invention. For instance, computer 101may include alternate memory storage devices such as magnetic cassettes,digital versatile disks (DVDs), Bernoulli cartridges, and the like.These and other variations are intended to be within the spirit andscope of the present invention.

The present invention describes a self-driving vehicle (SDV) travelingon a roadway. First, at any point in time the SDV may be in autonomousmode or manual mode, as described and discussed in detail herein.Second, the “roadway” upon which the SDV is traveling is defined as anysurface capable of supporting the weight of the SDV, including but notlimited to public streets, public highways, toll roads, parking lots,private road, open fields, etc. The streets/roads/lots may be paved orunpaved.

With reference now to FIG. 2, an exemplary self-driving vehicle (SDV)202 traveling along a roadway 204 in accordance with one or moreembodiments of the present invention is presented. Additional details ofone or more embodiments of the SDV 202 (which may have a samearchitecture as SDV 210 and/or SDV 212, which are discussed below) arepresented in FIG. 3.

As shown in FIG. 3, SDV 202 has an SDV on-board computer 301 thatcontrols operations of the SDV 202. According to directives from adriving mode module 307, the SDV 202 can be selectively operated inmanual mode or autonomous mode. In a preferred embodiment, driving modemodule 307 is a dedicated hardware device that selectively directs theSDV on-board computer 301 to operate the SDV 202 in autonomous mode ormanual mode.

While in manual mode, SDV 202 operates as a traditional motor vehicle,in which a human driver controls the engine throttle, engine on/offswitch, steering mechanism, braking system, horn, signals, etc. found ona motor vehicle. These vehicle mechanisms may be operated in a“drive-by-wire” manner, in which inputs to an SDV control processor 303by the driver result in output signals that control the SDV vehicularphysical control mechanisms 305 (e.g., the engine throttle, steeringmechanisms, braking systems, turn signals, etc.).

While in autonomous mode, SDV 202 operates without the input of a humandriver, such that the engine, steering mechanism, braking system, horn,signals, etc. are controlled by the SDV control processor 303, but nowunder the control of the SDV on-board computer 301. That is, byprocessing inputs taken from navigation and control sensors 309 and thedriving mode module 307 indicating that the SDV 202 is to be controlledautonomously, then driver inputs are no longer needed.

As just mentioned, the SDV on-board computer 301 uses outputs fromnavigation and control sensors 309 to control the SDV 202. Navigationand control sensors 309 include hardware sensors that 1) determine thelocation of the SDV 202; 2) sense other cars and/or obstacles and/orphysical structures around SDV 202; 3) measure the speed and directionof the SDV 202; and 4) provide any other inputs needed to safely controlthe movement of the SDV 202.

With respect to the feature of 1) determining the location of the SDV202, this can be achieved through the use of a positioning system suchas positioning system 151 shown in FIG. 1. Positioning system 151 mayuse a global positioning system (GPS), which uses space-based satellitesthat provide positioning signals that are triangulated by a GPS receiverto determine a 3-D geophysical position of the SDV 202. Positioningsystem 151 may also use, either alone or in conjunction with a GPSsystem, physical movement sensors such as accelerometers (which measurerates of changes to a vehicle in any direction), speedometers (whichmeasure the instantaneous speed of a vehicle), airflow meters (whichmeasure the flow of air around a vehicle), etc. Such physical movementsensors may incorporate the use of semiconductor strain gauges,electromechanical gauges that take readings from drivetrain rotations,barometric sensors, etc.

With respect to the feature of 2) sensing other cars and/or obstaclesand/or physical structures around SDV 202, the positioning system 151may use radar or other electromagnetic energy that is emitted from anelectromagnetic radiation transmitter (e.g., transceiver 323 shown inFIG. 3), bounced off a physical structure (e.g., another car), and thenreceived by an electromagnetic radiation receiver (e.g., transceiver323). By measuring the time it takes to receive back the emittedelectromagnetic radiation, and/or evaluating a Doppler shift (i.e., achange in frequency to the electromagnetic radiation that is caused bythe relative movement of the SDV 202 to objects being interrogated bythe electromagnetic radiation) in the received electromagnetic radiationfrom when it was transmitted, the presence and location of otherphysical objects can be ascertained by the SDV on-board computer 301.

With respect to the feature of 3) measuring the speed and direction ofthe SDV 202, this can be accomplished by taking readings from anon-board speedometer (not depicted) on the SDV 202 and/or detectingmovements to the steering mechanism (also not depicted) on the SDV 202and/or the positioning system 151 discussed above.

With respect to the feature of 4) providing any other inputs needed tosafely control the movement of the SDV 202, such inputs include, but arenot limited to, control signals to activate a horn, turning indicators,flashing emergency lights, etc. on the SDV 202.

Returning to FIG. 2, current conditions of the roadway 204, includingweather conditions, traffic conditions, the quantity of vehiclestraveling along roadway 204, the speed of vehicle traveling alongroadway 204, construction events, accident events, etc., can bedetermined and transmitted by the roadway monitoring system 208. Thatis, roadway monitoring system 208 is able to determine current roadwayconditions of roadway 204 based on internal sensors 153 shown in FIG. 1,and/or from information received from SDV 202 and/or SDV 210 and/or SDV212, and/or from information received by an information service (e.g., aweather station), and or from information received by roadway sensor(s)206 (e.g., thermometers, moisture detectors, vehicle detectors, etc.that are laid on top or and/or embedded within roadway 204).

In accordance with one or more embodiments of the present invention, SDV202 is selectively placed into autonomous mode or manual mode (describedabove) based on a detection of a vehicle fault in SDV 202. Exemplaryvehicle faults include, but are not limited to the presence or absenceof snow tires when required or not required, inadequate tire pressure,inadequate tire tread, inadequate windshield wiper edge, inadequatewindshield washer fluid, headlamp failure, extreme amounts of water onwindows or under tires, window frosting, snow on the windows/windshield,ice on the windows/windshield, improper wheel alignment, excessive brakewear (i.e., brake pads being worn down such that less than a predefinedamount of brake material is left), antilock brake failure, all wheeltraction failure, and/or inadequate braking A threshold for seriousnessof the fault may be applied to vehicle measures in order to determine ifthe switch (from manual mode to autonomous mode or vice versa) isrequired. Vehicle faults may also be results of bugs (software,firmware, hardware bugs), or single-event upsets, that get reproduced incertain conditions.

Thus in one or more embodiments of the present invention, a vehiclemonitoring system (e.g., SDV on-board computer 301 shown in FIG. 3)detects a vehicle fault in the SDV. Based on the detected faultexceeding a threshold for danger, the SDV either switches fromautonomous mode to manual mode or from manual mode to autonomous mode.

In one embodiment of the present invention, the vehicle monitoringsystem alters a route being taken by the SDV to a location where thefault may be remedied (e.g., a service station).

In one embodiment of the present invention, the vehicle monitoringsystem alters the route being taken by the SDV based on the severity ofthe fault (e.g., pulling over and stopping immediately, traveling to thenearest service station, traveling to the nearest dealership, returningto the owner's home, etc.).

In one embodiment of the present invention, the vehicle monitoringsystem has a fault-remediation table, where each row refers to a faultcondition, a first column refers to a condition that gets manifested bythat fault, and a second column that refers to the mode in which thevehicle should be driven when that condition is manifested. For example,a row may refer to a fault in the fraction control system on thevehicle, the first column in that row may indicate that this fault ismanifested by the vehicle hydroplaning, and the second column in thatrow may indicate that the vehicle needs to be taken out of autonomousmode and placed into manual mode, thus allowing the driver to manuallycontrol the speed and steering to stop the hydroplaning, which theautomatic traction control system is unable to do. In one embodiment,this table is updated from a central server or offline systems based onother SDVs responding to the same fault. Thus, the SDV is able to applythe information from the table and changes driving mode as and whenneeded.

In one embodiment of the present invention, a driver profile provides anindication of the driver's physical or other abilities. This informationis then used to further determine whether the SDV should be inautonomous or manual mode.

In one embodiment of the present invention, a further analysis ofwhether to place the SDV in autonomous or manual mode is performed ifmore than one person is in the vehicle (thus creating a possibledistraction for the driver).

In one embodiment of the present invention, a further analysis ofwhether to place the SDV in autonomous or manual mode is performed if aperson and a pet are in the same vehicle (another possible distractionfor the driver).

In one or more embodiments of the present invention a weighted votingsystem is used to weight the various variables used in making thedecision that is triggered by faults. Such inputs may include: a historyof faults by one or more cars such as SDV 210 and SDV 212 shown in FIG.2 (and the likely affects of such faults), votes by nearby cars, etc.Such weighted voting approaches may be characterized primarily by threeaspects—the inputs, the weights, and the quota. The inputs are (I1, I2,. . . , IN), where N denotes the total number of inputs. An input'sweight (w) is the number of “votes” associated with the input. The quota(q) is the minimum number of votes required to “pass a motion”, which inthis case refers primarily to a decision made to place the SDV in manualmode or autonomous mode.

In one or more embodiments of the present invention, active learning isemployed so that the system as a whole learns from the experiences ofmany SDVs and drivers, in different geographies and among cohorts.Geographies may include cities, rural areas, and the like. Cohorts mayinclude people with certain characteristics, disabilities, etc.

Thus, the present invention allows switching between human operated(manual mode) and self-driving modes (autonomous modes) that takes intoaccount the vehicle's operational condition and expected tolerances ofthe vehicle to the different modes. Since unexpected changes to vehiclecondition can cause an immediate response by utilizing the presentinvention, safety of the vehicle is optimized. Furthermore,self-diagnosis of faults can result in an immediate change in vehiclelocation to optimally resolve the fault (for example, to drive to thenearest flat tire repair shop).

Besides the condition of the SDV 202, the condition of roadway 204and/or SDV 210 and/or SDV 212 is also used to determine whether to placeSDV 202 in manual mode or autonomous mode. For example, if roadway isvery narrow or runs along the side of a cliff, then SDV 202 likely wouldbe safer if in autonomous mode. Similarly, if SDV 210 is experiencing aflat tire (as detected by an SDV on-board computer 301 within SDV 210),this fault condition is relayed to the SDV on-board computer 301 withinSDV 202, either directly or via the coordinating server 201. Using thisinformation will prompt the SDV on-board computer 301 within SDV 202 toplace SDV 202 into autonomous mode, which is better at handlingunexpected movement of vehicles (e.g., the sudden slowing down and/orlateral movement of SDV 210).

As depicted in FIG. 4, coordinating server 401 (analogous tocoordinating server 201 shown in FIG. 2) and/or SDV 202 and/or SDV 210and/or SDV 212 and/or roadway monitoring system 208 and/or roadwaysensor(s) 206 (all introduced in FIG. 2) are able to communicate withone another wirelessly, using a wireless transceiver (e.g., transceiver123 shown in FIG. 1) that is found in each of the coordinating server401 and/or SDV 202 and/or SDV 210 and/or SDV 212 and/or roadwaymonitoring system 208 and/or roadway sensor(s) 206. This wirelesscommunication optimizes the decision to place SDV 202 in autonomous ormanual mode by taking information from SDV 202 and/or SDV 210 and/or SDV212 and/or roadway monitoring system 208 and/or roadway sensor(s) 206 inorder to determine which mode (autonomous or manual) to place SDV 202in.

With reference now to FIG. 5, a high-level flow chart of one or moresteps performed by one or more processors to control a driving mode ofan SDV in accordance with one or more embodiments of the presentinvention is presented.

After initiator block 502, one or more processors (e.g., processor 103shown in FIG. 1) receive sensor readings from a sensor (e.g., one ormore of the sensors 153 shown in FIG. 1), as described in block 504.These sensor readings describe a current operational anomaly of an SDV(e.g., SDV 202 shown in FIG. 2). This current operational anomaly may bea software bug in a control system for the SDV; worn down brake pads;worn down or tearing windshield wipers; a malfunctioning drivetrain;etc.

The SDV is capable of being operated in autonomous mode by an on-boardSDV control processor (e.g., SDV control processor 303 shown in FIG. 3)that is under the direct control of an SDV on-board computer (e.g., SDVon-board computer 301) or another computer system (e.g., coordinatingserver 401 shown in FIG. 4). A driving mode module selectively controlswhether the SDV is operated in the autonomous mode (by the on-board SDVcontrol processor) or in manual mode (in which the SDV is controlled bya human driver of the SDV).

As shown in block 506, one or more processors determine a controlprocessor competence level of the on-board SDV control processor. Thecontrol processor competence level describes a competence level of theon-board SDV control processor in controlling the SDV while the SDVexperiences the current operational anomaly. Various approaches may beused to determine this control processor competence level.

In one embodiment of the present invention, the control processorcompetence level of the on-board SDV control processor is history-based.That is, a record is reviewed on how effective the on-board SDV controlprocessor has been in controlling the current SDV 202 or similar typesof SDVs (i.e., SDVs that have the same design and/or performancecharacteristics as SDV 202) in situations in which the SDV areexperiencing the same type of operational anomaly (e.g., tires with poortread depth). This effectiveness may be based on past 1) accidentfrequency, 2) travel speed, 3) stopping and starting, 4) gas mileage,etc. That is, the control processor competence level of the on-board SDVcontrol processor describes how well the on-board SDV control processorhas been controlling SDV 202 or similar SDVs in terms of safety, cost,consistency, etc. when the current operational anomaly occurs within theSDV(s).

In one embodiment of the present invention, the control processorcompetence level of the on-board SDV control processor is based on ananalysis of capability of the on-board SDV control processor. That is, areview of what control features can be handled by the on-board SDVcontrol processor is used to define the control processor competencelevel of the on-board SDV control processor. For example, assume thatsuch a review confirms that the on-board SDV control processor is ableto control the speed of the SDV 202 (i.e., “cruise control”), butnothing else. As such, the control processor competence level of thison-board SDV control processor is relatively low when compared to anon-board SDV control processor that is able to automatically maintainsafety distances (buffers of space) between other vehicles. Similarly,the control processor competence level of the on-board SDV controlprocessor that can also maintain safety space cushions around the SDVhas a control processor competence level that is lower than an on-boardSDV control processor that is able to not only control the speed andsafety cushion around the SDV, but can also control the steering of theSDV.

As described in block 508 of FIG. 5, one or more processors receive adriver profile of the human driver of the SDV. This driver profiledescribes a human driver competence level of the human driver incontrolling the SDV while the SDV experiences the current operationalanomaly. That is, a driver may be very good at safely controlling theSDV when the air conditioning system on the SDV is working improperly,but may be very poor at safely controlling the SDV when the antilockbraking system is not working and it is raining on the roadway.

In one embodiment of the present invention, the human driver competencelevel of the human driver is history-based. That is, a record isreviewed on how effectively this driver has controlled the current SDV202 or similar types of SDVs that are experiencing the same operationalanomaly as currently being experienced by SDV 202. This effectivenessmay be based on past 1) accident frequency, 2) travel speed, 3) stoppingand starting, 4) gas mileage, etc. That is, the human driver competencelevel of the human driver describes how well the current driver hascontrolled this or similar SDVs in terms of safety, cost, consistency,etc. in the past under the anomalous conditions being experienced by thevehicle.

In one embodiment of the present invention, the human driver competencelevel of the human driver is based on an analysis of capability of thishuman driver based on his traits/profile. That is, a review of thishuman driver's traits can lead to a conclusion regarding the strengthsand weaknesses of this driver. For example, if this human driver has arecord of poor night vision (as evidenced by a restriction on his/herlicense preventing him from driving at night), then the competence levelof this driver to control a vehicle when a headlight is burned out islow.

As described in block 510 in FIG. 5, one or more processors then comparethe control processor competence level to the human driver competencelevel. In order to compare these two levels, different approaches can betaken.

In one embodiment of the present invention, each control factor (e.g.,driving the SDV at night) is compared using the on-board SDV controlprocessor versus the human driver. Each control factor that is relevantto the current operational anomaly of the SDV (e.g., driving at night inrainy conditions) is evaluated for both the on-board SDV controlprocessor and the human driver. The control factors are then summed, inorder to determine whether the on-board SDV control processor of thehuman driver is better at handling the SDV while the SDV is experiencingthe current operational anomaly.

In one embodiment of the present invention, the control factors beingcompared and evaluated (for the on-board SDV control processor versusthe human driver) are weighted according to their predeterminedsignificance to the overall control of the SDV. For example, a review ofall traffic accidents may show that failure to properly control spatialcushions between vehicles caused more accidents than failing to signal.Therefore, the control factor of failing to maintain spatial buffersaround the vehicle is weighted more heavily than the control factor ofcontrolling turn signals.

In one embodiment of the present invention, the control processorcompetence level and/or the human driver competence level are purelyoutcome based. That is, a history of safety, fuel efficiency, trafficflow (consistent or speeding up/slowing down), etc. of SDVs that areexperiencing the operational anomaly are compared when being driven bythe type of on-board SDV control processor in use by SDV 202 to a humandriver having a similar profile as the current driver of the SDV 202.Whichever type of operator (i.e., the on-board SDV control processor ofthe human driver) has been able to drive the SDV, under operationalanomalous conditions similar to the current operational condition beingexperienced by the SDV, in a safer and more efficient manner is deemedto have a higher competence level.

A shown in query block 512, a query is made as to which competence levelis higher: the control processor competence level (CPCL) or the humandriver competence level (HDCL). If the on-board SDV control processor isdeemed to be better than the human driver in controlling the SDV whilethe SDV experiences the current operational anomaly (i.e., the on-boardSDV control processor has a relatively higher competence level than thatof the human driver), then control of the SDV is assigned to theon-board SDV (block 514). That is, the SDV is placed in autonomous mode.

However, if the human driver is deemed to be better than the on-boardSDV control processor in controlling the SDV while the SDV experiencesthe current operational anomaly (i.e., the human driver has a relativelyhigher competence level than that of the on-board SDV controlprocessor), then control of the SDV is assigned to the human (i.e., theSDV is placed in manual mode), as described in block 516.

In one embodiment of the present invention, an alert is issued before(or instead of) the driving mode module 307 and/or the SDV on-boardcomputer 301 and/or the coordinating server 201 assigns the SDV to beoperated in autonomous or manual mode. That is, in one embodiment, thedriving mode module 307 and/or the SDV on-board computer 301 and/or thecoordinating server 201 issues an alert (e.g., a message or icondisplayed on a display within the cabin of the SDV 202) advising thedriver of the SDV 202 to manually engage the autonomous mode or todisengage the autonomous mode and take over manual control of the SDV202. This alert may simply precede the driving mode module 307 and/orthe SDV on-board computer 301 and/or the coordinating server 201automatically changes from autonomous mode to manual mode (or viceversa), or it may be the only action taken by the driving mode module307 and/or the SDV on-board computer 301 and/or the coordinating server201, thus leaving the transition from autonomous mode to manual mode orvice versa up to the driver.

The flow-chart in FIG. 5 ends at terminator block 518.

In one embodiment of the present invention, the comparison of thecontrol processor competence level to the human driver competence levelis general (i.e., whichever competence level is higher, regardless ofwhat roadway is being traveled on). However, in another embodiment ofthe present invention, the comparison of the control processorcompetence level to the human driver competence level is roadwayspecific. That is, the competence levels are based on how well the SDVcontrol processor and/or the human driver control the SDV on thespecific roadway (roadway 204) that the SDV is traveling on, and/or thecurrent environmental conditions (traffic, weather, darkness, etc.) ofthat specific roadway.

As described herein, in one or more embodiments of the present inventionwherein the current operational anomaly is from a group consisting of apresence of snow tires mounted on the SDV during a first road conditionof the roadway (e.g., the SDV has snow tires but it is in the middle ofsummer, when snow tires provide less traction than when in snow in thewinter), an absence of snow tires mounted on the SDV during a secondroad condition of the roadway (e.g., non-snow tires on the SDV in themiddle of a blizzard), tire pressure in a tire mounted on the SDV beingbelow or above a predetermined level (i.e., one or more tires areunderinflated or overinflated), tire tread on a tire mounted on the SDVbeing less than a predefined limit (i.e., there is an insufficientamount of tread left on one or more tires), a level of windshield washerfluid in a windshield washer fluid reservoir mounted on the SDV beingless than a predefined volume, an inoperable headlamp mounted on the SDV(i.e., a headlight is burned out), condensation frosting of windows onthe SDV exceeding a predetermined limit, a failure of an antilockbreaking system in the SDV, a failure of an all wheel traction system inthe SDV, a low automatic transmission fluid level, a low windshieldwasher fluid level, a low fluid level in the radiator, and a faultybraking system in the SDV. These conditions may be detected by sensors(e.g., fluid sensors in the windshield washer fluid reservoir), cameras(e.g., an on-board camera aimed at the tires to detect the amount oftread and inflation in the tires), mechanical sensors (e.g., sensorsthat detect problems in the drivetrain or braking system), etc.

In one embodiment of the present invention, a sensor (e.g., one ofsensors 153 shown in FIG. 1) used to describe current conditions of theroadway is mounted on the SDV. Sensor readings produced by the sensordescribe environmental conditions of the SDV in real time. In thisembodiment, one or more processors receive an environmental report froman environmental reporting service. The environmental report describes ageneral condition for the roadway. For example, a weather service(“environmental reporting service”) may report via a data link (e.g.,network 127 in FIG. 1) to processors on the SDV that there is icingoccurring on the roadway 206 shown in FIG. 2.

One or more processors then compare environmental information from theenvironmental report to the sensor readings that describe theenvironmental conditions of the SDV in real time. In response to theenvironmental report disagreeing with the sensor readings, one or moreprocessors disregard the sensor readings from the sensor and use theenvironmental report to describe the current condition of the roadway.That is, the processors will trust the weather report of ice on theroadway over what the sensors detect, since the sensors are only able todetect ice conditions (if at all) on the surface below the SDV at anypoint in time.

In one embodiment of the present invention, one or more processorsretrieve driver profile information about the human driver of the SDV.The human driver of the SDV (e.g., SDV 202 shown in FIG. 2) is assignedto a cohort of drivers traveling on the roadway in multiple SDVs (e.g.,SDV 210 and SDV 212 shown in FIG. 2). The current human driver of theSDV shares more than a predetermined quantity of traits with members ofthe cohort of drivers. The processor(s) retrieve traffic pattern datafor the multiple SDVs occupied by the cohort of drivers traveling on theroadway, and then examine the traffic pattern data to determine a firsttraffic flow of the multiple SDVs occupied by members of the cohort ofdrivers. The SDVs in the first traffic flow are operating in theautonomous mode on the roadway.

The processor(s) also examine the traffic pattern data to determine asecond traffic flow of the multiple SDVs occupied by members of thecohort of drivers. The multiple SDVs in the second traffic flow areoperating in the manual mode on the roadway.

In response to determining that the first traffic flow has a loweraccident rate than the second traffic flow, the processor(s) prohibitthe SDV from operating in the manual mode.

For example, assume that a particular driver/occupant of an SDV has acharacteristic (e.g., a history of traffic accidents while driving avehicle in manual mode) found in other members of a cohort of drivers.Assume further that historical data shows that these cohort members havea history of accidents that is greater than that of on-board SDV controlprocessors. Thus, if a particular driver matches up with the featuresfound in members of this cohort, an assumption is made that thisparticular driver too is not as skilled as the on-board SDV controlprocessor. As such, the control of the SDV is required to stay inautonomous mode, and is prohibited from switching to manual mode.

In one embodiment of the present invention, sensor readings are weightedand summed in order to determine whether or not an SDV should berequired to operate in autonomous mode. Thus, one or more processorsreceive sensor readings from multiple sensors, where each of themultiple sensors detects a different type of anomalous operationalcondition of the vehicle. The processor(s) weight each of the sensorreadings for different anomalous operational conditions of the vehicle,and then sum the weighted sensor readings for the anomalous operationalconditions of the vehicle. The processor(s) determine whether the summedweighted sensor readings exceed a predefined level. In response todetermining that the summed weighted sensor readings do exceed apredefined level, the on-board SDV control processor prohibits the SDVfrom operating in the manual mode. For example, assume that a firstsensor detects faulty windshield wipers and the second sensor detects afaulty cabin air conditioning system. Assume further that historicaldata shows that many more accidents are caused by poor visibility (e.g.,caused by faulty windshield wipers) than a warm cabin of the SDV. Assuch, the sensor readings from sensors that the faulty windshield wipersare weighted more heavily than sensor readings about cabin temperature.These weighted sensor readings are then added up. If the summed sensorreading weighted values exceed some predetermined value (which has beenpredetermined based on historic or engineering analyses as being abreakpoint over which the chance of accidents greatly increase), thencontrol of the SDV must go into autonomous mode. However, if the summedsensor reading weighted values fall below this predetermined value, thencontrol is pushed to (or left in) the manual mode.

In one or more embodiments of the present invention, the SDV 202“learns” about how significant operational anomalies are. That is, bytaking information from other SDVs and their driving history as well asthe driving history of SDV 202 itself, SDV 202 is able to autonomous“learn” what operational anomalies are significant to the safe operationof SDV 202 (e.g., faulty brakes, faulty throttle controls, tires withlittle or no tread, etc.) and those which are comparativelyinsignificant (e.g., a cabin air conditioning system that is low onrefrigerant, etc.).

In an embodiment of the present invention, if neither the autonomousmode nor the manual mode controls the SDV in a safe manner, then the SDVis autonomously pulled over to the side of the road and stopped. Thus,in this embodiment one or more processors set a minimum competence levelthreshold for the control processor competence level and the humandriver competence level described above. The processor(s) thendetermines that neither the control processor competence level nor thehuman driver competence level meets or exceeds the minimum competencelevel threshold. In response to determining that neither the controlprocessor competence level nor the human driver competence level exceedsthe minimum competence level threshold, the driving mode module (e.g.,driving mode module 307 in FIG. 3) directs the on-board SDV controlprocessor to take control of the SDV and to bring the SDV to a stop.

In one embodiment, the decision by the driving mode module 307 in FIG. 3to place the SDV in autonomous mode or manual mode is further dictatedby how well a particular driver or a particular SDV control processorhandles a specific geometry of the roadway 204 shown in FIG. 2 while acertain anomalous operational condition is being experienced by SDV 202.For example, assume that a particular driver manually maneuvers the SDV202 around a cloverleaf exchange, in which the roadway loops around ontoitself. If a driver does poorly in negotiating this cloverleaf exchange(e.g., hits the side of the cloverleaf barrier, is erratic inaccelerating and/or braking through the cloverleaf, travels well aboveor well below the posted speed limit for the cloverleaf, etc.), asdetected by various sensors 153 on the SDV 202, then the system will notlet that driver negotiate through future and similarly configured (e.g.,shaped) cloverleaves on the roadway, particularly if the SDV 202 isexperiencing a problem (operational anomaly) with the antilock brakingsystem (ABS). Rather, the system (e.g., driving mode module 307) willautomatically engage the autonomous mode when the similarly configuredcloverleaf comes up while the SDV 202 is experiencing this anomalousoperational condition.

As described herein, in one embodiment of the present invention, thecontrol processor competence level is based on a safety history forsimilar control processors in other SDVs. Thus, one or more processorsretrieve control processor profile information about the SDV controlprocessor that is on board the SDV. The processors(s) assign the SDVcontrol processor that is on board the SDV to a cohort of SDV controlprocessors in multiple other SDVs that are traveling on the roadway andexperiencing a particular anomalous operational condition. This SDVcontrol processor that is on board the SDV shares more than apredetermined quantity of traits with members of the cohort of SDVcontrol processors. The processor(s) retrieve traffic pattern data forthe multiple other SDVs that are traveling on the roadway, and thenexamine that traffic pattern data to determine a record of accidents forthe multiple other SDVs traveling on the roadway while being controlledby the cohort of SDV control processors. The processor(s) then determinethe control processor competence level (for the SDV control processor inSDV 202) based on the record of accidents for the multiple SDVs (e.g.,SDV 210 and SDV 212) traveling on the roadway (e.g., roadway 204) whilebeing controlled by the cohort of SDV control processors and the SDV 202is experiencing the particular anomalous operational condition.

In one embodiment of the present invention, if environmental sensors onthe roadway indicate that road conditions are too hazardous to allow thedriver to manually control the vehicle while the vehicle is experiencingthe anomalous operational condition, then manual mode is prohibited.That is, in one embodiment of the present invention, one or moreprocessors receive sensor readings from multiple sensors (e.g., roadwaysensor(s) 206 shown in FIG. 2). Each of the multiple sensors detects adifferent type of current condition of the roadway. The processor(s)weight each of the sensor readings for different current conditions ofthe roadway (e.g., one for temperature, one for darkness, one forprecipitation, etc.), and then sum the weighted sensor readings for thedifferent current conditions of the roadway. If summed weighted sensorreadings exceed a predefined level, then the SDV control processor onthe SDV prohibits the SDV from operating in the manual mode while thevehicle is experiencing the anomalous operational condition.

In one embodiment of the present invention, if the SDV control processorand the human driver are both incompetent to handle the operationalanomaly (e.g., the SDV is on fire), then the SDV is automatically placedinto autonomous mode and pulled over to the side of the road. That is,one or more processors set a minimum competence level threshold for thecontrol processor competence level and the human driver competencelevel. If neither the control processor competence level nor the humandriver competence level meets the minimum competence level threshold,then the driving mode module (e.g., driving mode module 307 in FIG. 3)directs the SDV control processor to take control of the SDV and tobring the SDV to an immediate stop.

In one embodiment of the present invention, if the roadway is toonarrow, or is along a cliff, or otherwise is unduly hazardous, then thisfact is considered when placing the SDV in autonomous or manual mode.Usually this will result in the SDV being placed into autonomous mode,but in some situations (e.g., where GPS or other positioning signals arespotty) it may be preferable/safer to let the driver manually controlthe vehicle. Thus, in one embodiment of the present invention the SDVon-board computer 301 and/or controlling server 201 receive, from one ormore roadway sensors (e.g., roadway sensor(s) 206 in FIG. 2), a width ofthe roadway (e.g., roadway 204). Based on this information, one or moreprocessors (e.g., within driving mode module 307 shown in FIG. 3)further selectively assign control of the SDV to the SDV controlprocessor or to the human driver while the SDV experiences the currentoperational anomaly (and based on the width of the roadway).

In one embodiment of the present invention and as described above, thesystem will drive the SDV in autonomous mode to the nearest facilitythat can resolve the current operational anomaly. That is, control ofthe SDV is transferred to the SDV control processor, and then one ormore processors (e.g., within SDV on-board computer 301) receive alocation of a resource provider that has been predetermined to becapable of ameliorating the current operational anomaly in the SDV. TheSDV control processor then maneuvers the SDV to the location of theresource provider.

In one or more embodiments, the present invention is implemented in acloud environment. It is understood in advance that although thisdisclosure includes a detailed description on cloud computing,implementation of the teachings recited herein are not limited to acloud computing environment. Rather, embodiments of the presentinvention are capable of being implemented in conjunction with any othertype of computing environment now known or later developed.

Cloud computing is a model of service delivery for enabling convenient,on-demand network access to a shared pool of configurable computingresources (e.g. networks, network bandwidth, servers, processing,memory, storage, applications, virtual machines, and services) that canbe rapidly provisioned and released with minimal management effort orinteraction with a provider of the service. This cloud model may includeat least five characteristics, at least three service models, and atleast four deployment models.

Characteristics are as follows:

On-demand self-service: a cloud consumer can unilaterally provisioncomputing capabilities, such as server time and network storage, asneeded automatically without requiring human interaction with theservice's provider.

Broad network access: capabilities are available over a network andaccessed through standard mechanisms that promote use by heterogeneousthin or thick client platforms (e.g., mobile phones, laptops, and PDAs).

Resource pooling: the provider's computing resources are pooled to servemultiple consumers using a multi-tenant model, with different physicaland virtual resources dynamically assigned and reassigned according todemand. There is a sense of location independence in that the consumergenerally has no control or knowledge over the exact location of theprovided resources but may be able to specify location at a higher levelof abstraction (e.g., country, state, or datacenter).

Rapid elasticity: capabilities can be rapidly and elasticallyprovisioned, in some cases automatically, to quickly scale out andrapidly released to quickly scale in. To the consumer, the capabilitiesavailable for provisioning often appear to be unlimited and can bepurchased in any quantity at any time.

Measured service: cloud systems automatically control and optimizeresource use by leveraging a metering capability at some level ofabstraction appropriate to the type of service (e.g., storage,processing, bandwidth, and active user accounts). Resource usage can bemonitored, controlled, and reported providing transparency for both theprovider and consumer of the utilized service.

Service Models are as follows:

Software as a Service (SaaS): the capability provided to the consumer isto use the provider's applications running on a cloud infrastructure.The applications are accessible from various client devices through athin client interface such as a web browser (e.g., web-based e-mail).The consumer does not manage or control the underlying cloudinfrastructure including network, servers, operating systems, storage,or even individual application capabilities, with the possible exceptionof limited user-specific application configuration settings.

Platform as a Service (PaaS): the capability provided to the consumer isto deploy onto the cloud infrastructure consumer-created or acquiredapplications created using programming languages and tools supported bythe provider. The consumer does not manage or control the underlyingcloud infrastructure including networks, servers, operating systems, orstorage, but has control over the deployed applications and possiblyapplication hosting environment configurations.

Infrastructure as a Service (IaaS): the capability provided to theconsumer is to provision processing, storage, networks, and otherfundamental computing resources where the consumer is able to deploy andrun arbitrary software, which can include operating systems andapplications. The consumer does not manage or control the underlyingcloud infrastructure but has control over operating systems, storage,deployed applications, and possibly limited control of select networkingcomponents (e.g., host firewalls).

Deployment Models are as follows:

Private cloud: the cloud infrastructure is operated solely for anorganization. It may be managed by the organization or a third party andmay exist on-premises or off-premises.

Community cloud: the cloud infrastructure is shared by severalorganizations and supports a specific community that has shared concerns(e.g., mission, security requirements, policy, and complianceconsiderations). It may be managed by the organizations or a third partyand may exist on-premises or off-premises.

Public cloud: the cloud infrastructure is made available to the generalpublic or a large industry group and is owned by an organization sellingcloud services.

Hybrid cloud: the cloud infrastructure is a composition of two or moreclouds (private, community, or public) that remain unique entities butare bound together by standardized or proprietary technology thatenables data and application portability (e.g., cloud bursting forload-balancing between clouds).

A cloud computing environment is service oriented with a focus onstatelessness, low coupling, modularity, and semantic interoperability.At the heart of cloud computing is an infrastructure comprising anetwork of interconnected nodes.

Referring now to FIG. 6, a schematic of an example of a cloud computingnode is shown. Cloud computing node 10 is only one example of a suitablecloud computing node and is not intended to suggest any limitation as tothe scope of use or functionality of embodiments of the inventiondescribed herein. Regardless, cloud computing node 10 is capable ofbeing implemented and/or performing any of the functionality set forthhereinabove.

In cloud computing node 10 there is a computer system/server 12, whichis operational with numerous other general purpose or special purposecomputing system environments or configurations. Examples of well-knowncomputing systems, environments, and/or configurations that may besuitable for use with computer system/server 12 include, but are notlimited to, personal computer systems, server computer systems, thinclients, thick clients, hand-held or laptop devices, multiprocessorsystems, microprocessor-based systems, set top boxes, programmableconsumer electronics, network PCs, minicomputer systems, mainframecomputer systems, and distributed cloud computing environments thatinclude any of the above systems or devices, and the like.

Computer system/server 12 may be described in the general context ofcomputer system-executable instructions, such as program modules, beingexecuted by a computer system. Generally, program modules may includeroutines, programs, objects, components, logic, data structures, and soon that perform particular tasks or implement particular abstract datatypes. Computer system/server 12 may be practiced in distributed cloudcomputing environments where tasks are performed by remote processingdevices that are linked through a communications network. In adistributed cloud computing environment, program modules may be locatedin both local and remote computer system storage media including memorystorage devices.

As shown in FIG. 6, computer system/server 12 in cloud computing node 10is shown in the form of a general-purpose computing device. Thecomponents of computer system/server 12 may include, but are not limitedto, one or more processors or processing units 16, a system memory 28,and a bus 18 that couples various system components including systemmemory 28 to processor 16.

Bus 18 represents one or more of any of several types of bus structures,including a memory bus or memory controller, a peripheral bus, anaccelerated graphics port, and a processor or local bus using any of avariety of bus architectures. By way of example, and not limitation,such architectures include Industry Standard Architecture (ISA) bus,Micro Channel Architecture (MCA) bus, Enhanced ISA (EISA) bus, VideoElectronics Standards Association (VESA) local bus, and PeripheralComponent Interconnects (PCI) bus.

Computer system/server 12 typically includes a variety of computersystem readable media. Such media may be any available media that isaccessible by computer system/server 12, and it includes both volatileand non-volatile media, removable and non-removable media.

System memory 28 can include computer system readable media in the formof volatile memory, such as random access memory (RAM) 30 and/or cachememory 32. Computer system/server 12 may further include otherremovable/non-removable, volatile/non-volatile computer system storagemedia. By way of example only, storage system 34 can be provided forreading from and writing to a non-removable, non-volatile magnetic media(not shown and typically called a “hard drive”). Although not shown, amagnetic disk drive for reading from and writing to a removable,non-volatile magnetic disk (e.g., a “floppy disk”), and an optical diskdrive for reading from or writing to a removable, non-volatile opticaldisk such as a CD-ROM, DVD-ROM or other optical media can be provided.In such instances, each can be connected to bus 18 by one or more datamedia interfaces. As will be further depicted and described below,memory 28 may include at least one program product having a set (e.g.,at least one) of program modules that are configured to carry out thefunctions of embodiments of the invention.

Program/utility 40, having a set (at least one) of program modules 42,may be stored in memory 28 by way of example, and not limitation, aswell as an operating system, one or more application programs, otherprogram modules, and program data. Each of the operating system, one ormore application programs, other program modules, and program data orsome combination thereof, may include an implementation of a networkingenvironment. Program modules 42 generally carry out the functions and/ormethodologies of embodiments of the invention as described herein.

Computer system/server 12 may also communicate with one or more externaldevices 14 such as a keyboard, a pointing device, a display 24, etc.;one or more devices that enable a user to interact with computersystem/server 12; and/or any devices (e.g., network card, modem, etc.)that enable computer system/server 12 to communicate with one or moreother computing devices. Such communication can occur via Input/output(I/O) interfaces 22. Still yet, computer system/server 12 cancommunicate with one or more networks such as a local area network(LAN), a general wide area network (WAN), and/or a public network (e.g.,the Internet) via network adapter 20. As depicted, network adapter 20communicates with the other components of computer system/server 12 viabus 18. It should be understood that although not shown, other hardwareand/or software components could be used in conjunction with computersystem/server 12. Examples, include, but are not limited to: microcode,device drivers, redundant processing units, external disk drive arrays,RAID systems, tape drives, and data archival storage systems, etc.

Referring now to FIG. 7, illustrative cloud computing environment 50 isdepicted. As shown, cloud computing environment 50 comprises one or morecloud computing nodes 10 with which local computing devices used bycloud consumers, such as, for example, personal digital assistant (PDA)or cellular telephone MA, desktop computer MB, laptop computer MC,and/or automobile computer system MN may communicate. Nodes 10 maycommunicate with one another. They may be grouped (not shown) physicallyor virtually, in one or more networks, such as Private, Community,Public, or Hybrid clouds as described hereinabove, or a combinationthereof. This allows cloud computing environment 50 to offerinfrastructure, platforms and/or software as services for which a cloudconsumer does not need to maintain resources on a local computingdevice. It is understood that the types of computing devices MA-N shownin FIG. 7 are intended to be illustrative only and that computing nodes10 and cloud computing environment 50 can communicate with any type ofcomputerized device over any type of network and/or network addressableconnection (e.g., using a web browser).

Referring now to FIG. 8, a set of functional abstraction layers providedby cloud computing environment 50 (FIG. 7) is shown. It should beunderstood in advance that the components, layers, and functions shownin FIG. 8 are intended to be illustrative only and embodiments of theinvention are not limited thereto. As depicted, the following layers andcorresponding functions are provided:

Hardware and software layer 60 includes hardware and softwarecomponents. Examples of hardware components include: mainframes 61; RISC(Reduced Instruction Set Computer) architecture based servers 62;servers 63; blade servers 64; storage devices 65; and networks andnetworking components 66. In some embodiments, software componentsinclude network application server software 67 and database software 68.

Virtualization layer 70 provides an abstraction layer from which thefollowing examples of virtual entities may be provided: virtual servers71; virtual storage 72; virtual networks 73, including virtual privatenetworks; virtual applications and operating systems 74; and virtualclients 75.

In one example, management layer 80 may provide the functions describedbelow. Resource provisioning 81 provides dynamic procurement ofcomputing resources and other resources that are utilized to performtasks within the cloud computing environment. Metering and Pricing 82provide cost tracking as resources are utilized within the cloudcomputing environment, and billing or invoicing for consumption of theseresources. In one example, these resources may comprise applicationsoftware licenses. Security provides identity verification for cloudconsumers and tasks, as well as protection for data and other resources.User portal 83 provides access to the cloud computing environment forconsumers and system administrators. Service level management 84provides cloud computing resource allocation and management such thatrequired service levels are met. Service Level Agreement (SLA) planningand fulfillment 85 provide pre-arrangement for, and procurement of,cloud computing resources for which a future requirement is anticipatedin accordance with an SLA.

Workloads layer 90 provides examples of functionality for which thecloud computing environment may be utilized. Examples of workloads andfunctions which may be provided from this layer include: mapping andnavigation 91; software development and lifecycle management 92; virtualclassroom education delivery 93; data analytics processing 94;transaction processing 95; and self-driving vehicle control processing96 (for selectively setting control of an SDV to manual or autonomousmode as described herein).

The terminology used herein is for the purpose of describing particularembodiments only and is not intended to be limiting of the presentinvention. As used herein, the singular forms “a”, “an” and “the” areintended to include the plural forms as well, unless the context clearlyindicates otherwise. It will be further understood that the terms“comprises” and/or “comprising,” when used in this specification,specify the presence of stated features, integers, steps, operations,elements, and/or components, but do not preclude the presence oraddition of one or more other features, integers, steps, operations,elements, components, and/or groups thereof.

The corresponding structures, materials, acts, and equivalents of allmeans or step plus function elements in the claims below are intended toinclude any structure, material, or act for performing the function incombination with other claimed elements as specifically claimed. Thedescription of various embodiments of the present invention has beenpresented for purposes of illustration and description, but is notintended to be exhaustive or limited to the present invention in theform disclosed. Many modifications and variations will be apparent tothose of ordinary skill in the art without departing from the scope andspirit of the present invention. The embodiment was chosen and describedin order to best explain the principles of the present invention and thepractical application, and to enable others of ordinary skill in the artto understand the present invention for various embodiments with variousmodifications as are suited to the particular use contemplated.

Any methods described in the present disclosure may be implementedthrough the use of a VHDL (VHSIC Hardware Description Language) programand a VHDL chip. VHDL is an exemplary design-entry language for FieldProgrammable Gate Arrays (FPGAs), Application Specific IntegratedCircuits (ASICs), and other similar electronic devices. Thus, anysoftware-implemented method described herein may be emulated by ahardware-based VHDL program, which is then applied to a VHDL chip, suchas a FPGA.

Having thus described embodiments of the present invention of thepresent application in detail and by reference to illustrativeembodiments thereof, it will be apparent that modifications andvariations are possible without departing from the scope of the presentinvention defined in the appended claims.

What is claimed is:
 1. A computer-implemented method for controlling adriving mode of a self-driving vehicle (SDV), the computer-implementedmethod comprising: receiving, by one or more processors, sensor readingsfrom a sensor, wherein the sensor readings describe a currentoperational anomaly in a self-driving vehicle (SDV), wherein the SDV iscapable of being operated in autonomous mode by an SDV control processorthat is on board the SDV, wherein a driving mode module selectivelycontrols whether the SDV is operated in the autonomous mode or in manualmode, and wherein the SDV is controlled by a human driver of the SDV ifin the manual mode; determining, by one or more processors, a controlprocessor competence level of the SDV control processor, wherein thecontrol processor competence level describes a competence level of theSDV control processor in controlling the SDV while the SDV experiencesthe current operational anomaly; receiving, by one or more processors, adriver profile of the human driver of the SDV, wherein the driverprofile describes a human driver competence level of the human driver incontrolling the SDV while the SDV experiences the current operationalanomaly; comparing, by one or more processors, the control processorcompetence level to the human driver competence level; and selectivelyassigning, by one or more processors, control of the SDV to the SDVcontrol processor or to the human driver while the SDV experiences thecurrent operational anomaly based on which of the control processorcompetence level and the human driver competence level is relativelyhigher to one another.
 2. The computer-implemented method of claim 1,further comprising: selectively assigning, by one or more processors,control of the SDV to the SDV control processor or to the human driverbased on which of the control processor competence level and the humandriver competence level is relatively higher to one another while theSDV experiences the current operational anomaly while traveling on aroadway.
 3. The computer-implemented method of claim 1, wherein the SDVis traveling on a roadway, wherein the current operational anomaly isfrom a group consisting of a presence of snow tires mounted on the SDVduring a first road condition of the roadway, an absence of snow tiresmounted on the SDV during a second road condition of the roadway, tirepressure in a tire mounted on the SDV being below a predetermined level,tire pressure in a tire mounted on the SDV being above a predeterminedlevel, tire tread on a tire mounted on the SDV being less than apredefined limit, a windshield wiper edge of a windshield wiper mountedon the SDV being less than a predefined width, a level of windshieldwasher fluid in a windshield washer fluid reservoir mounted on the SDVbeing less than a predefined volume, an inoperable headlamp mounted onthe SDV, condensation frosting of windows on the SDV exceeding apredetermined limit, a failure of an antilock breaking system in theSDV, a failure of an all wheel traction system in the SDV, and a faultybraking system in the SDV.
 4. The computer-implemented method of claim1, wherein control of the SDV is selectively assigned by an SDV on-boardcomputer on the SDV that controls the driving mode module.
 5. Thecomputer-implemented method of claim 1, wherein control of the SDV isselectively assigned by a remote coordinating server that controls thedriving mode module.
 6. The computer-implemented method of claim 1,wherein the SDV is traveling on a roadway, and wherein thecomputer-implemented method further comprises: retrieving, by one ormore processors, driver profile information about the human driver ofthe SDV; assigning, by one or more processors, the human driver of theSDV to a cohort of drivers traveling on the roadway in multiple otherSDVs, wherein the human driver of the SDV shares more than apredetermined quantity of traits with members of the cohort of drivers;retrieving, by one or more processors, traffic pattern data for themultiple other SDVs being driven by the cohort of drivers whiletraveling on the roadway; examining, by one or more processors, thetraffic pattern data to determine a record of accidents for the multipleother SDVs traveling on the roadway while being driven by the cohort ofdrivers; and determining, by one or more processors, the human drivercompetence level based on the record of accidents for the multiple otherSDVs traveling on the roadway while being driven by the cohort ofdrivers.
 7. The computer-implemented method of claim 1, wherein the SDVis traveling on a roadway, and wherein the computer-implemented methodfurther comprises: retrieving, by one or more processors, controlprocessor profile information about the SDV control processor that is onboard the SDV; assigning, by one or more processors, the SDV controlprocessor that is on board the SDV to a cohort of SDV control processorsin multiple other SDVs that are traveling on the roadway, wherein theSDV control processor that is on board the SDV shares more than apredetermined quantity of traits with members of the cohort of SDVcontrol processors; retrieving, by one or more processors, trafficpattern data for the multiple other SDVs that are traveling on theroadway; examining, by one or more processors, the traffic pattern datato determine a record of accidents for the multiple other SDVs travelingon the roadway while being controlled by the cohort of SDV controlprocessors; and determining, by one or more processors, the controlprocessor competence level based on the record of accidents for themultiple SDVs traveling on the roadway while being controlled by thecohort of SDV control processors.
 8. The computer-implemented method ofclaim 1, further comprising: receiving, by one or more processors,sensor readings from multiple sensors, wherein each of the multiplesensors detects a different type of current operational anomaly in theSDV; weighting, by one or more processors, each of the sensor readingsfor different current operational anomalies in the SDV; summing, by oneor more processors, weighted sensor readings for the different currentoperational anomalies in the SDV; determining, by one or moreprocessors, whether the summed weighted sensor readings exceed apredefined level; and in response to determining that the summedweighted sensor readings exceed a predefined level, prohibiting, by theSDV control processor, the SDV from operating in the manual mode.
 9. Thecomputer-implemented method of claim 1, further comprising: setting, byone or more processors, a minimum competence level threshold for thecontrol processor competence level and the human driver competencelevel; determining, by one or more processors, that neither the controlprocessor competence level nor the human driver competence level meetsthe minimum competence level threshold; and in response to determiningthat neither the control processor competence level nor the human drivercompetence level meets the minimum competence level threshold,directing, by the driving mode module, the SDV control processor to takecontrol of the SDV and to bring the SDV to a stop.
 10. Thecomputer-implemented method of claim 1, wherein the SDV is traveling ona roadway, and wherein the computer-implemented method furthercomprises: receiving, from one or more roadway sensors, a width of theroadway; and further selectively assigning, by one or more processors,control of the SDV to the SDV control processor or to the human driverwhile the SDV experiences the current operational anomaly based on thewidth of the roadway.
 11. The computer-implemented method of claim 1,further comprising: in response to control of the SDV being transferredto the SDV control processor, identifying, by one or more processors, alocation of a resource provider that has been predetermined to becapable of ameliorating the current operational anomaly in the SDV; andmaneuvering, by the SDV control processor, the SDV to the location ofthe resource provider.
 12. A computer program product for controlling adriving mode of a self-driving vehicle (SDV), the computer programproduct comprising a non-transitory computer readable storage mediumhaving program code embodied therewith, the program code readable andexecutable by a processor to perform a method comprising: receivingsensor readings from a sensor, wherein the sensor readings describe acurrent operational anomaly in a self-driving vehicle (SDV) that istraveling on a roadway, wherein the SDV is capable of being operated inautonomous mode by an SDV control processor that is on board the SDV,wherein a driving mode module selectively controls whether the SDV isoperated in the autonomous mode or in manual mode, and wherein the SDVis controlled by a human driver of the SDV if in the manual mode;determining a control processor competence level of the SDV controlprocessor, wherein the control processor competence level describes acompetence level of the SDV control processor in controlling the SDVwhile the SDV experiences the current operational anomaly; receiving adriver profile of the human driver of the SDV, wherein the driverprofile describes a human driver competence level of the human driver incontrolling the SDV while the SDV experiences the current operationalanomaly; comparing the control processor competence level to the humandriver competence level; and selectively assigning control of the SDV tothe SDV control processor or to the human driver while the SDVexperiences the current operational anomaly based on which of thecontrol processor competence level and the human driver competence levelis relatively higher to one another.
 13. The computer program product ofclaim 12, wherein the method further comprises: selectively assigningcontrol of the SDV to the SDV control processor or to the human driverbased on which of the control processor competence level and the humandriver competence level is relatively higher to one another while theSDV experiences the current operational anomaly while traveling on theroadway.
 14. The computer program product of claim 12, wherein thecurrent operational anomaly is from a group consisting of a presence ofsnow tires mounted on the SDV during a first road condition of theroadway, an absence of snow tires mounted on the SDV during a secondroad condition of the roadway, tire pressure in a tire mounted on theSDV being below a predetermined level, tire tread on a tire mounted onthe SDV being less than a predefined limit, a windshield wiper edge of awindshield wiper mounted on the SDV being less than a predefined width,a level of windshield washer fluid in a windshield washer fluidreservoir mounted on the SDV being less than a predefined volume, aninoperable headlamp mounted on the SDV, condensation frosting of windowson the SDV exceeding a predetermined limit, a failure of an antilockbreaking system in the SDV, a failure of an all wheel traction system inthe SDV, and a faulty braking system in the SDV.
 15. The computerprogram product of claim 12, wherein control of the SDV is selectivelyassigned by an SDV on-board computer on the SDV that controls thedriving mode module.
 16. The computer program product of claim 12,wherein control of the SDV is selectively assigned by a remotecoordinating server that controls the driving mode module.
 17. Thecomputer program product of claim 12, wherein the method furthercomprises: retrieving driver profile information about the human driverof the SDV; assigning the human driver of the SDV to a cohort of driverstraveling on the roadway in multiple other SDVs, wherein the humandriver of the SDV shares more than a predetermined quantity of traitswith members of the cohort of drivers; retrieving traffic pattern datafor the multiple other SDVs being driven by the cohort of drivers whiletraveling on the roadway; examining the traffic pattern data todetermine a record of accidents for the multiple other SDVs traveling onthe roadway while being driven by the cohort of drivers; and determiningthe human driver competence level based on the record of accidents forthe multiple other SDVs traveling on the roadway while being driven bythe cohort of drivers.
 18. The computer program product of claim 12,wherein the method further comprises: receiving sensor readings frommultiple sensors, wherein each of the multiple sensors detects adifferent type of current operational anomaly in the SDV; weighting eachof the sensor readings for different current operational anomalies inthe SDV; summing weighted sensor readings for the different currentoperational anomalies in the SDV; determining whether the summedweighted sensor readings exceed a predefined level; and in response todetermining that the summed weighted sensor readings exceed a predefinedlevel, prohibiting, by the SDV control processor, the SDV from operatingin the manual mode.
 19. A computer system comprising: a processor, acomputer readable memory, and a non-transitory computer readable storagemedium; first program instructions to receive sensor readings from asensor, wherein the sensor readings describe a current operationalanomaly in a self-driving vehicle (SDV) that is traveling on a roadway,wherein the SDV is capable of being operated in autonomous mode by anSDV control processor that is on board the SDV, wherein a driving modemodule selectively controls whether the SDV is operated in theautonomous mode or in manual mode, and wherein the SDV is controlled bya human driver of the SDV if in the manual mode; second programinstructions to determine a control processor competence level of theSDV control processor, wherein the control processor competence leveldescribes a competence level of the SDV control processor in controllingthe SDV while the SDV experiences the current operational anomaly; thirdprogram instructions to receive a driver profile of the human driver ofthe SDV, wherein the driver profile describes a human driver competencelevel of the human driver in controlling the SDV while the SDVexperiences the current operational anomaly; fourth program instructionsto compare the control processor competence level to the human drivercompetence level; and fifth program instructions to selectively assigncontrol of the SDV to the SDV control processor or to the human driverwhile the SDV experiences the current operational anomaly based on whichof the control processor competence level and the human drivercompetence level is relatively higher to one another; and wherein thefirst, second, third, fourth, and fifth program instructions are storedon the non-transitory computer readable storage medium for execution byone or more processors via the computer readable memory.
 20. Thecomputer system of claim 19, wherein the current operational anomaly isfrom a group consisting of a presence of snow tires mounted on the SDVduring a first road condition of the roadway, an absence of snow tiresmounted on the SDV during a second road condition of the roadway, tirepressure in a tire mounted on the SDV being below a predetermined level,tire tread on a tire mounted on the SDV being less than a predefinedlimit, a windshield wiper edge of a windshield wiper mounted on the SDVbeing less than a predefined width, a level of windshield washer fluidin a windshield washer fluid reservoir mounted on the SDV being lessthan a predefined volume, an inoperable headlamp mounted on the SDV,condensation frosting of windows on the SDV exceeding a predeterminedlimit, a failure of an antilock breaking system in the SDV, a failure ofan all wheel traction system in the SDV, and a faulty braking system inthe SDV.